Hart’s Turbo first splashed onto the drag racing scene a couple of seasons ago when the ever-creative Larry Larson, seeking a way to navigate around the verbiage of the “Street Outlaws No Prep Kings” rulebook, called up the well-known tractor pulling turbocharger brand and partnered with them to utilize one of its monstrous single turbo units. Since then, Hart’s has gone all-in on drag racing, developing new compressors and turbines for many of the world’s quickest and fastest accelerating machines. Now, the brand is entering new territory — one thats strays a bit from its Hart’s Turbo name — with the launch of a sleek new centrifugal supercharger.
The new Hart’s Charger, unlike other brands with lineups from the mild to wild, for use on otherwise OEM late-model cars on up the ranks, Hart’s has gone directly after the upper echelons of the sport, with this 140mm unit and a 136 that will join it in the lineup. These are a clean-slate design from Hart’s using its own bearing system that has been proven out on its turbochargers utilized first on tractor pulling applications and later on no-prep cars and on into the radial and Pro Modified world. Most impressively, from both a design, structural, and aesthetic viewpoint, the front cover is entirely billet aluminum.
“The competitors in this market are using cast covers, and so that’s really key with this supercharger, and it adds to the integrity of the unit. We machine everything in-house, so we can control the QC and make changes as needed. If we want to change the ratio of how it expands air, we can do all that in-house, we don’t have to wait on a casting. So from an R&D standpoint, we can move super fast,” explains Harts’ Roger Conley.
Hart’s has also developed its very own crank drive, specifically for the Hart’s Charger, designed for Brad Anderson, Alan Johnson, and other popular Hemi blocks, and the current arrangement allows for a fuel pump accessory drive. Gear ratios are, as would be expected from such a high level piece, are interchangeable in a flash.
“When Hart’s sets a goal, they don’t stop until they meet it. We’re looking at two major things: durability…we want these things to make runs and nit have any failures, and then we’re looking at performance. Our 140mm compressor turbo, if we consider they have the same aerodynamics, same dimensions, and at the same boost level, it should run 100 degrees cooler in air charge. So our theory is that it should be worth a couple of hundred horsepower on that alone,” Conley adds.